System of electric propulsion.



No. 669,850.l Patented Mar. I2, |90I R. B. PAmTuN. SYSTEM 0FELELTI'RII'. PROPULSION.

l (Application led Apr. 11, 1899. Renewed Dec. 20, 1900.) K (No Model.)2 Sheets-Sheet l.

N0. 669,850. Patented Mar. I2, 190|. I H; B. PAINTN.

SYSTEM 0F ELECTRIC PRUPULSIDN.

(Application led Apr. 11,l 1899. Renewed Dec. 20, 190D.)

(up Modelf) 2 sheets-sheet 2.

z3 Z1 l* J7 27 a l A Z4A ivi an rares ATENT Genion.

RICHARD BENJAMIN PAINTON, OF WILLIAMSPORT, PENNSYLVANIA.

SYSTEM OF ELECTRIC PROPULSION.`

.SPECFICATION forming part of Letters Patent N o. 669,850, dated March12, 1901.

Application filed April 11. 1899. Renewed December 20, 1900. Serial No.l0,587. (No model.)

To all, whom, it 711,007/ concern.-

Be it known that I, RICHARD BENJAMIN PAINTON, a citizen of the UnitedStates, residing at Williamsport, in the county of Lycoming and State ofPennsylvania, have invented a new and useful System of ElectricalPropulsion, of which the following is a speciiication.

This invention relates to an improved system of electrical propulsionespecially designed for utilization in an electrical locomo tive havingsufficient power, speed, and tonnage, whereby the same may be operatedou railroads in place of the ordinary steam-locomotives now in commonuse.

In carrying out the present invention it is the purpose to obviate themany objections and disadvantages to the use of the ordinarysteam-locomotive, which involves an excessive coal consumption and amultiplicity of operating parts, which at times become very dangerous,while at the same time entailing a great loss of power in steam.

To this end the invention contemplates an entirely new type ofelectrical locomotive having novel means for its propulsion, wherebypower is transmitted to the different drivers independently without theuse of coupling connections between the drivers,as commonly employed insteam-locomotives, thereby insuring an exceedingly high rate of speedand a development of power that is not attainable by steam-locomotivesor in the ordinary elec-` trical systems of propulsion involving the useof a trolley-wire, third rail, or equivalent conductor for carrying thecurrent from the power-station to the motors of the car.

The ordinary methods of steam and electric-al propulsion above referredto involve a great loss of power, which is not possible in the presentinvention, which contemplates not only novel means for developing a highrate of speed and power in the locomotive, but also thoroughly practicaland eflicient means for utilizing the motion of the locomotive togenerate power, which may be reserved or stored up to assist in thesubsequent propulsion of the locomotive, especially when ascendinggrades.

With these and many other objects in View, which will readily appear asthe nature of the invention is better understood, the same consists inthe novel construction, combination, and arrangement of partshereinafter more fully described, illustrated, and claimed.

While the invention is necessarily susceptible to a wide range ofmodification, still the preferred embodiment thereof is shown in theaccompanying drawings, in which- Figure l is an elevation of an electriclocomotive and its battery-car equipped with the system of electricalpropulsion contemplated by the present invention. Fig. 2 is adiagrammatic plan view of an electric locomotive and its battery-car,showing the arrangement of thedynamo-electric machines and thepreferable way of grouping the storage batteries in the battery-car.Fig. 3 is a diagrammatic elevation showing the circuit-wire connectionsbetween the sets of batteries and the respective switches anddynamo-electric machines associated therewith. Fig. 4 is a diagrammaticView showing one set or series of the storage batteries and the switchand dynamo-electric machine in circuit therewith. Fig. 5 is an enlargeddetail elevation of one of the individual switches of the switchboard.Fig. 6 is a plan view of the switchboard.

Referring to the accompanying drawings, the numeral l designates themain electriclocomotive car supported on a plurality of driving-axles 2,each of which has mounted on the ends thereof large driving-wheels ordrivers 3, which travel upon the rails of a railway in the same manneras the drivers of an ordinary steam-locomotive, and in the presentinvention said driving wheels 0r drivers 3 are preferably of a uniformsize of about ten feet in diameter and are specially built -to suit thedynamo-electric machines used in connection with the driving-axles,while at the same time supporting the electric locomotive sufficient-l5Yhigh from the track to prevent interference from obstructions, such assnow, and to insure the protection of the wire connections of theelectrical propelling apparatus.

In connection with the main locomotivecar there is employed a batterycar or tender 4;, which is also supported upon a plurality ofdriving-axles 5, carrying upon their ends driving-wheels 6, similar tothe drivingwheels 3 of the main or advance car 1, and in carrying outthe present invention each combination generators and motors havingsuitable appliances tor setting the same to operate either as simplemotors or as simple generators, according to the conditions of use. Thesaid convertible dynamo electric machines 7 are technically known asdirectcurrent. motors, built on the dynamo model and of thecontinuous-rotation type, whereby when a current is passed through thesame from a source of electrical supply, such as from storage batteries,the same will operate as ordinary motors; but when driven by power, asby the car in the present invention, the same will operate as generatorsfor generating the current which may be utilized for recharging thestorage batteries. inasmuch as the dynamo-electric machines 7 are of theordinary Westinghouse type and are provided with the usual appliances toset the same for operating either as motors or as generators, it is onlydeemed necessary to illustrate said machines in diagram in the drawingsand to show the lead-wire connections therewith. Of course when the saidmachines are to be used as motors they are set in the usual way tooperate as motors, and vice versa.

Cooperating with the dynamo-electric machines 7 on the several axles ofthe electric locomotive and its battery car or tender are several setsof storage batteries 9, which are placed on suitable supports within thebattery car or tender 4t, which necessarily forms a part of the completeelectric locomotive.

Each set of batteries 9 consists of a series of batteries arranged in arow and coupled together in a series circuit, and each of these sets orrows of batteries is designed to be associated with an individualdynamo-electric machine and switch, so that such dynamoelectric machinemay be controlled entirely independently of all the others.

The dynamo-electric machines and the storage batteries all havecircuit-wire connections with a controlling-switchboard 10, mountedwithin the main electric-locomotive car l, preferablyin the positionindicated in Fig. 1 of the drawings, so as to be under the completecontrol ot the electrical engineer, and this controlling-switchboard 10provides means whereby any dynamo-electric machine may be thrown in orout of operation independently of the others, and also enables theelectrical engineer to reverse the machines when operating as motorsshould it be necessary to reverse the motion of the electric locomotive.

As already explained, each dynamo-electric machine 7 has associatedtherewith a group or set of storage-batteries and an individualcontrolling-switch, and the individual coutrolling-switches for all ofthe dynamo-electric machines are iitted tothe switchboard 10, as plainlyshown in Fig. G of the drawings.

Each of the controlli11g-switches,designated by the numeral 12,essentially consists of a circular base 18, provided upon the exposedface thereof with oppositely-arranged sets ot' resistance-steps 152,15b, 150,'151, and 16a, 1Gb, 16, and 16d,respectively, saidresistance-steps of each set or group being connected in 'series in theusual manner by resistance-coils Rfas plainly shown in diagrammatic Fig.4 of the drawings. The resistance-coils R, connecting the several slepsof each group, are suitably housed at the rear side of the switchbase inany approved manner and 4subserve the ordinary function of aresistance-box to prevent the full force of the current being switchedtoo suddenly into the dynamo-electric machine when acting as a motor,while at the same time providing means whereby the speed of theelect-ric locomotive is placed under the immediate control of theengineer. Each of the individual switches is further provided upon thetace thereof within the circle of the oppositely-arranged sets ofresistance-steps with a pair of oppositely-arranged contact-segments 17and 18, respectively,the contact-segn1ent17 being associated with theseries of steps 15, &c., andthe other contact-segment 18 beingassociated with the other series or group of resistance-st-eps'16"-, &c.Cooperating with the resistance-steps and contact-segments of each ofthe individual switches is a switch-lever 19, having a pivotal supportintermediate its ends, as at 20, on the outer side of the base 13, sothat the lever will have a free play over the resistance-steps as wellas the contact-segments. The switch-lever 19 of each switch is providedat one end with the usual operating-handle 21 and at its other end witha contact-heel 22, adapted to be thrown into contact with either of thesegments 17 or 18, while at a point contiguous to the handle 21 thereofthe switch-lever 19 is further provided with a contact foot orprojection 23, which is adapted to travel over and only contact with theresistance-steps 15a, dac., or 16a, dac., according tothe direction inwhich the lever is swung, it being noted at this point that all of theresistance-steps of both groups lie in the arc of the same circle.

In the drawings there are illustrated six driving-axles,in volving theuse of six dynamoelectric machines and six rows or sets of storagebatteries 9, and as but two sets or rows of storage batteries 9 canappear in diagrammatic Fig. 3 of the drawings only the completecircuit-wire connections for two dynamo-electric machines and twoindividual switches are shown in this ligure; but it will be understoodthat all of the dynamo-electric machines are connected up with theirindi- IIO 'vidual switches and batteries in thesame manner. Therefore adescription of the circuit-wire connections of one dynamo-electricmachine and its respective switch and batteries will suffice for theothers.

In explaining the circuit-wire connections for each dynamo-electricmachine and its respective switch and batteries reference is madeparticularly to diagrammatic Fig. 4 ot' the drawings, which figure ofthe drawings illustrates the complete wire connections, which areduplicated for each ofthe dynamoelectric machines.` As explained, thestorage batteries of each group are coupled together in series, and oneterminal of each group has connected thereto a battery-wire a, leading,to one of a pair ot' binding-posts 24 25, fitted to the switch-lever 19and thoroughly insulated from each other in any approved manner, such asindicated in Fig. 4 of the drawings. The other battery-wire b connectswith the other of said binding-posts--namely, the binding-post 25-andalso with the other terminal of the same group or set of storagebatteries 9. The dynamo-electric machine 7, associated with the group orset of batteries and the individual switch referred to, has connectedtherewith in the usual manner the two lead-wires c and d, respectively.The leadwire c of the dynamo-electric machine has branch-wireconnections e andf, respectively, with the binding-posts 26 27, thebindingpost 26 being connected with the last resistance-step 15cl of onegroup and the bindingpost 27 being fitted to the contact-segment 17.'lhe other lead-wired of the dynamo-electric machine has branch-wireconnections g and h, respectively, with the binding-posts 28 29, thebinding-post 28 being titted to the last resistance-step 16d of theother group of such steps and the binding-post 29 being tted to theother contact-segment 18, thus completing the circuit-wire connectionswith the controlling-switch. Assuming the switch-lever to be in theposition shown in full lines in Fig. 4 oi' the drawings, the same willcontact with the resistance-step 15a and also with the contact-segment18, but spans and has no contact with the segment 17. The circuit t'orthe machine, set to act as a motor, will then be completed through thewire a, binding-post 24, switch-lever 19, resistance-steps 15a 15b l5@15d, binding-post 26, branch wire e, leadwire c, dynamo-electric machine7, lead-wire d, branch wire h, binding-post 29, switch-lever,binding-post 25, and other battery-wire I). By advancing theswitch-lever over the resistance-steps 15a 15b, &c., thereby cutting outthe resistances, the speed ot' the electric locomotive may be increasedat the will ot' the engineer, and by swinging the switch-lever around tothe other group of resistance-steps 16a, dac., the current will bereversed through the dynamo-electric machine 7 acting as a motor, andconsequently provide for reversing the rotation of its armature. Theposition of the switch-lever in reversing the dynaine-electric machineas a mot-or is shown in dotted lines in Fig. 4 of the drawings, and whenthe lever is in this position the current passes from the battery-wire athrough the resist-an ces i6, the. and the lead-wire d, which is in thereverse direction from that just described.

In addition to the resistance-steps and contact-segments each individualswitch is further provided with a pair of diametrically oppositeinsulator rest-steps 30, upon which the switch-lever is swung to throwthe machine entirely outI of action, either as motors or generators, itIbeing noted that the reststeps 30 are made of suitable insulatingmaterial and have no wire connections therewith.

In the practical operation of the electric locomotive it will beunderstood that the entire set ot storage batteries 9 are fully chargedat the station or stopping-point before starting the electriclocomotive, so that when it is ready to make a start it is simplynecessary to manipulate one or more of the individual switches to throwthe current into one or more dynamo-electric machines after setting thelatter to operate as motors. By this operation the electric locomotiveis caused to be propelled solely by battery power, and in carrying outthe invention it is proposed to use batteries of sufficient size andcapacity to furnish snicient power for run ning the electric locomotivefor a hundred miles or more between stations without depending upon theenergy developed from the dynamo-electric machines when set to operateas generators. Of cour'seat times it may not require all ot thedynamo-electric machines acting as niotors to propel the electriclocomotive, thereby enabling the electrical engineer to hold theinactive dynamo-electric machines in reserve to assist in propellingupgrade or drawing heavy loads; but when the electric locomotive istraveling on downgrades the dynamo-electric machines may be set tooperate as generators, so thatI in being driven by the car the same willgenerate a current, which is utilized to recharge the storage batteries.It will thus be seen that the electric locomotive provides means forstoring up aportion of its own energy, which may be utilized when themachines are again converted into motors.

The main electric-locomotive car 1 is preferably provided at its frontend with a pilot or fender 31, extending well up on the front end of thecar-body and of an approximately triangular shape. The said pilot orfender 31 has the opposite converging sides thereof curved to afford aminimum resistance to the air, while at the same time providing for casting off any obstructions that may be on the track. 4

, To insure the thorough illumination of the track far in advance of theelectric locomotive, there is employed an electric searchlight or lamp32, having a suitable knuckle connection 33 with the front end of thecar- IOO IIO

' ing the light upon the track. This adjustvable search-light isincluded in a series circuit j with the individual storage battery 34 inthe battery-car and with an individual cut-olf switch 35, fitted to theswitchboard Il below the plane of the switches 12, so as to be under theimmediate control of the electrical engineer withinthe main'electric-locomotive car.

It may be further explained at this point that the dynamo-electricmachines 7 are not only combination-machines capable of being convertedinto generators or motors at the will of the engineer, but are also ofthe reversible type, so as to not only permit of reversing the directionof travel of the train, but also through the medium of the switches l2to provide for properly taking the current from the machines when actingas generators and operating in either direction. Ordinarily when theelectric locomotive is traveling on downgrades all of thedynamo-electric machines are converted into generators; but

should a slower rate of speed be required the erators will cause thesame to act in the capacity of brakes to check the speed.

Various changes in the form, proportion, and the minor details ofconstruction may be resorted to without departing from the principle orsacricing any of the advantages of this invention.

Having thus/described the invention, what is claimed as new, and desiredto be secured vby Letters Patent, is-

1. In a system of electrical railway propulsion, the combination of aplurality of driving-axles, each having a convertible dynamoelectricmachine thereon, a set of storage batteries for each dynamo-electricmachine, and a switchboard having independent .wire connections with theindividual dynamoelectric machines and the storage batteries associatedtherewith, substantially as set forth.

2. In a system of electrical railway propulsion, the combination of aplurality of driving-axles, each having a convertible dynamoelectricmachine thereon, a set of storage batteries for each dynamo-electricmachine, anda switchboard having a plurality of individual switches,each switch having independent wire connections with the dynamoelectricmachine and the set of` batteries associated therewith, substantially asset forth.

8. In a system of electrical propulsion, the `combination of a pluralityof driving-axles, dynamo-electric machines iitted to each axle andconvertible into either motors or generators, storage batteries, andswitches common to the dynamo-electric machines either as motors orgenerators.

4. In an electrical locomotive, the combination of a main car andtender, each having a plurality of driving-axles, a convertibledynamo-electric machine fitted to each driving-axle, a plurality ofstorage batteries grouped within the tender, and a controllingswitchboard having a plurality of individual switches, each switchhaving independent wire connections with a dynamo-electric machine andthe group of batteries associated therewith, substantially as set forth.

5. In a system of electrical railway propulsion, the combination of thedriving-axle, a convertible dynamo electric machine for turning theaxle, a group of storage batteries, a switch essentially consisting of abase having oppositely-arranged sets of resistancesteps, a pair ofoppositely-located segments, and a swinging switch-lever having at oneend a contact-heel working over the segments and, contiguous to itsother end, a contact foot or projection working over theresistancesteps, a pair of binding -posts liitted to the switch-leverand insulated from each other, the battery-wires connected respectivelywith the separate binding-posts of the switch-lever, and the lead-wiresof vthe dynamo-electric machine, each having branch-wire connectionsrespectively with the last resistancestep of one of the sets thereof,and the contact-segment contiguous thereto, substantially as set forth.

. In testimony that I claim the foregoing as my own I have hereto afxedmy signature in the presence of two witnesses.

RICHARD BENJAMIN PAINTON. Witnesses:

T. F. GAHAN, GILMAN FORD.

